Change-speed mechanism



.Fufiy 6, 1948. w. B. BARNES. 2,444,591

CHANGE SPEED MECHANISM Original Filed June 1a, 1943 a Sheets-Sheet 2INVENTOR.

WMZM y 1943- w. B. BARNES 2,444,691

CHANGE SPEED MECHANISM Original Filed June 18, 1943 8 Sheets-Sheet 5July 6, 1948. w. B. BARNES 2,444,691

CHANGE SPEED MECHANISM Original Filed June 18, 1943 8 Sheeis-Sheet' 4INVENTOK; BY WME-fimu WP Wm w. B. BARNES CHANGE SPEED MECHANISEQOriginal Fiied June 18, 194.3

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W. B. BARNES CHANGE SPEED MECHANISM Original Filed June 18, 1943 Hung 1I I I I ll 8 Sheets-Sheet 6- INVENTOR. W/ZZM/V B. BAR/VB 3% w. BARNESCHANGE PEED MECHANISM 4&1

Original Filed June 18, 1943 8 Sheets-Sheet 7 @Fuiy 3948.

w. B. BARNES 9 CHANGE SPEED MECHANISM Original Filed June 1a, 1943 8Sheets-Sheet 8 v INVENTOR. Mum/v15. Emwz:

Patented duly 194d s'rAjr as PATENT OFFICE CHANGE-SPEED MECHANISMOriginal application June 18, 1943, Serial No. 491,284. Divided and thisapplication January 3, 1944, Serial No. 516,782

12 Claims. (Ci. 74-331) gearing occupying a minimum of space and hav inga minimum of weight. More specifically, one of the objects of myinvention is to provide a multi-speed drive wherein the various gears ofthe driving mechanism may be conveniently grouped and assembled topermit the shifting mechanism for establishing the difierent speeddrives to be so arranged as not to occupy additional space other thanthat which would be normally. occupied by the gears. To this end, thevarious driving and driven gears are so clustered that the shifting andclutching mechanism may extend axially through the gear clusters.

A further object of my invention is to provide a speed changingmechanism in which the gears are so I constructed that when assembledthey will assume the correct driving relationship and. may be easily andreadily assembled in their driving relationship.

Other objects and advantages of my invention will appear more fully inthe appended specification and in the appended claims.

For the purpose of disclosing the invention, I have illustrated certainembodiments thereof in the accompanying drawings, in which Fig. 1 is alongitudinal section or the drive takeoff from the driving element;

Fig. 2 is a longitudinal section of the speed changing transmission;

Fig. 3 is a longitudinal section of the intermediate portion of thedrive between the drive take-on and the transmission; 1

Figs. 4 and 5 are longitudinal sections showing more in detail the fluidcontrol mechanism;

Figs. 6 and 7 are views similar to Figs. 4 and 5 showing the parts in adiiierent shifted position; Fig. 8 is a transverse section on the line8-8 ofFlg. 2; I

Fig. 9 is a transverse section on the line 8-9 of Fig. 2; Fig. 10 is adetail longitudinal section or the rear extension or the fluid controlcasing;

Fig. 11 is a rear end view of the transmission casing.

Fig. 12 is a sectional view on the line il -l2 2 modification of thefluid pressure control, the end of the. casing I! having been broken of!and shown below Fig. 13 and to the right of Fig. 14;

Fig. 14 is a view, more or less diagrammatic, of the type of clutch usedin connection with my invention;

Fig. 15 is a schematic elevation showing the association or the partsrelative to a supercharger and an airplane engine;

Fig. 16 is a continuation of the end oi the casing.

In the embodiment of the invention specifically illustrated ior drivingthe supercharger for an engine for an airplane, the drive of thesupercharger is taken from the crank shaft or other drivingsh'aft of theengine, and to this end, the initial drive connection is made betweenthe inertia starter clutch and the engine shaft. Ac-

cordingly, at the rear of the engine casing, I

6 preferably of flat spring material and radiating from a hub I having areduced extension 8 rotatably mounted in the end of the hollow shaft 2.A similar set or arms a on the hub ll engages internal teeth ill in ahousing it comprising an enlargement of the end of the shaft 2. A sleevell surrounds the shaft 2 having a. splined connection with the shaft andthis sleeve, at its rear end, has connected thereto, through the mediumof internal splines, a one-way clutch member l2 adapted for engagementby a clutch member of the inertia starter for the engine. This sleeve llhas splined thereon a bevel gear it which is the driving element for thespeed changing transmission.

A downwardly and rearwardly extending portion H of the casing supports ashaft II carrying a bevel pinion I6 meshing with the bevel gear IS. Theshaft l5 forms part of a shaft coupling connecting the transmission withthe driving gearing above described.

The casing I! for the transmission includes an upwardly and forwardlyprojecting extension II in which is rotatably mounted a sleeve i8having, at its lower end, abevel gear 20.

The sleeve of the shaft has splined therein a hollow shaft 2| (see Fig.3) which, at its upper end, is connected through a coupling shaft :2

having universal couplings 23 and 24 with the shaft It, thus forming adriving connection between the engine and the transmission. A'suita ablecasing 25 surrounds the drivesh'afts. The speed changing transmissiongearing through internal axial splines in the shaft so that the inlet ofthe opening 50 extends inwardly bewhich receives its drive from thebevel gear 20, 7

comprises what may be termed a drive gear 28 and a plurality of drivengears 21, 28 and 29, and a secondary driven gear 80. The diameter ofthat'in' the gearing combination each of the gears 21 to 29 will driveits driven part at an increased speed, while the diameter of the gear 80is such that the speed of the drive through this gear will be at leastequal to the speed of the drive of gear 29. The gears 21 to 29 are allarranged on a common axis and have-an internal bore, the bore of all theears being of the same diameter for a purpose more fully hereinafter toappear.

Surrounding the axis of the gears 21 to 30 is a series ,of countershafts8i, each of which carries a plurality of gears'32, 33, 34, 35 and 36,respectively meshing with the gears 26 to 30. Due to the disposal of thecountershafts 3| and their respective gears about the gears 26 to 29,these gears are supported and against transverse movement relative totheir axes and maintained in position about a common axis solely bytheir engagement with the countershaft gears, thereby dispensingwith asupporting shaft for the driving gears. This permits the extensiontherethrough ofsuitable control mechanism to be more fully hereinafterdescribed.

- 36 are beveled to coincide with these hubs. When the gears areassembled on their cone-shaped hubs, they are forced into wedgingposition on these hubs through the medium of a nut 39 threaded on theend of sleeve 37 whereby, after the countershaft gears, which have beenloosely mounted on their respective hubs, properly center their teeth inmeshing engagement with the gears 21 to 30, the nutmay be tightened,wedging the gears intheir proper relationship on their hubs and thussecuring the gears to the eountershaft 37.

The hub 62 of the gear 26 has splined thereon a bevel gear Bi whichmeshes with, and is driven from, the bevel gear 29 and thus provides thedriving gear of the speed changing transmission.

The gear 38 is formed on a hub or sleeve 39' which carries one member d2of, a fluid coupling. The other member 43 of this coupling is mounted ona hub 44 of the outer member 65 of an overrunning clutch, which outermember, in turn, is

directly connected by toothed engagement with the driving shaft 66 ofthe supercharger. Thus, when the fluid coupling is energized, a drive isestablished from the gear 26 through the sleeve 81, the gears 30 and 36,and through the fluid coupling to the supercharger driving shaft 46.

The inner member 4'! of the overrunning clutch, between which and theouter member 65, is pro- ,these respective gears 21, 28 and29 decreasesso yond the inner periphery of the hollow shaft. The opening 50communicates with suitable supply openings 52 with 'the interior of thefluid coupling and it is to be noted that this fluid coupling isprovided with one or more bleed openings 53, the purpose of which willmore fully hereinafter appear.

The hollow shaft 49 is provided with suitable oil outlets for thepurpose of passing lubrication oil to various parts of the transmissionand this oil is delivered from the hollow shaft 49 which, at all times,maintains a small amount oi oil. Under normal circumstances, as theshaft rotates, this small amount of oil forms a film on the innerperiphery of the shaft and, due to the axial splines 5i, this film willnot flow into the feed opening 50 and thus into the fluid coupling tohave a tendency to energize the same. I am thus enabled to lubricate theparts through this hollow shaft without energizing the fluid couplingexcept when it is desired and under predetermined conditions.

The hollow shaft 49 is driven at different speeds through the medium ofthe gears 26 to 29, and

. the corresponding countershaft gears, from a hollow shaft 56 which, atits forward end, has an internal splined connection with the shaft 49and which, at its rear end, is. provided with an extension hollow sleeve5d. To efiect this drive, the internal diameters of the gears 26 to 29are respectively provided with clutch teeth 26', 21, and 28 and 29,which teethare adapted to be selectively engaged by the clutch teeth 55on an axially slidable member 55. The respective teeth 26' to 29' andthe teeth 55 are of the type which will engage only when the twoclutching members are rotating substantially at synchronism. One type ofclutch which may be advantageously used in this connection is that whichhas become commercially known as the Maybach as illustrated in Fig, 14.

This clutch member 56 axially moves on, and is splinedly connected with,the sleeve 5% so that, as the sleeve 58 is rotated with the hollow shaft54, the clutch teeth 55 are likewise rotated and thus, when the clutchteeth 55 are engaged with any one of the sets of teeth 26' to 29', theshaft 54' will be driven, and, through it, will drive the hollow shaft69, thus, through the overrunnlng clutch, driving the driven shaft 38.Therefore,

. when the clutch teeth 55 are in engagement with the clutch teeth 26'of the gear 26 a direct drive is efiected from the hub ii) of this gear26 to the I with the direct drive. Progressively, the clutch videdengaging rollers 48, telescopes and is splined teeth 55 may engage theteeth 28 and 29' to step the speed up still further.

Due to the fact that the speeds of the respective gears 21, 28 and 29are higher, it is necessary, in order that clutch teeth 55 may engagethe clutch teeth of the next higher gear, that the two sets of clutchteeth attain substantial synchronism, and also, to permit the easyshifting of shift of the clutch teeth 66, the fluid coupling isenergized by the admission of suitable oil to the interior thereof.

As has heretofore been pointed out, the driving member 62 of this fluidcoupling is driven from the gear 30, the speed of which is at least asgreat as gear 28 and greater than any of the other gears 21 and 28 and,therefore, as soon as the fluid coupling becomes energized by theadmission of oil thereto, the load will be picked up by this drivethrough ear-39 and a. drive will be eflected through the fluid couplingto the shaft d6 rather than through the clutch-65. As a result of thisdrive, the shaft d9, through the frictional drag of the overrunningclutch and through the ratcheting of the two relatively moving sets ofteeth, has its speed accelerated and, as the load is relieved from theclutch, the engaging clutch teeth 66 will be accelerated until theirspeed is substantially in synchronism with the teeth to be engaged. Theclutch will therefore engage to 7 again drive the shaft d6 through theoverrunning clutch. Likewise, when it is desired to move from a. higherspeed into a. lower speed, the fluid coupling is again energized forrelieving the load from the engaged clutch teeth. Under these circumstances, the clutch teeth 55, due to their ratcheting on the slowerspeed clutch teeth, will have their speed gradually reduced until thetwo sets of teeth are in synchronism and be engaged.

It must be remembered that with the drive through the fluid coupling,the only drive efiected to the shaft 99 and to the clutch' teeth 55 isas a result of the drag of this overrunning clutch and this drag wouldbe readil overcome by the ratcheting of the sets of teeth so that therespective speeds of the clutch teeth will become quickly synchronized.

The sleeves 54 and 56 are rotatably connected by axially spaced splinedcouplings 6d and Bi. Between the couplin s 60 and Si is mounted a coiledspring 66. The sleeve 54 extends into a cylinder 51 arranged within anextension 58 or the casing. A piston 59 mounted upon the sleeve 56 isadapted to move the sleeve 56 axially and through it, by the spring 66,shift the clutch sleeve 66 to engage and disengage the clutch teeth 65.

The operation of the piston 59 also controls the admission of oil to thefluid coupling.

In operation assuming that the piston 59 is moved to the left (Figs. 6and '7) the sleeve 55 will be moved to the left. The external splines 62of couplings 60, bearing on the rear end of the spring 66, will compressthis spring. The forward end of the compressed spring bearing on theintemalsplines 64 of the coupling 6|, which internal splines are onsleeve 56, will bias the sleeve 56 to the left. This provides a bias toengage'the clutch teeth 55 with the clutch teeth of the gears when thetwo sets of gears approach synchonism. In a reverse movement of thesleeve 54 the external splines of coupling 6!, which are on sleeve 54will compress the spring 66 in the opposite direction and the oppositeend of spring 66 will exert a. bias on the internal teeth of coupling68, which teeth are on sleeve"56. This will tend to move the sleeve 56to the right.

This piston 59 is a composite structure. As a part of this piston thereis provided a piston shell 61 having, at one end. an inturned annularshoulder 68 and receiving, at the other end, a. flange 69 of a housing10. Arranged within the piston shell 61 is a hub it having, at each end,

annular flanges i2 and [3. This hub is fixed on and i6 spaced apart andbiased in their spaced relation through the medium of coiled springs ii.The housing it surrounds and is secured to a hollow extension I8 of ahollow tube is arranged within the sleeve 64 and extending forwardly tobe supported by a suitable splined support at within the hollow shaft66. This extension it is arranged within an extension ti, Fig. 10, ofthe transmission casing but does not communicate directly with thehollow tube it. Due to the connection between the housing wand the tubeextension it, the tube, of course, will be moved whenever the piston 69as a whole is moved.

Fluid pressure is admitted to the cylinder 6? from a suitable fluidpressure pump'dz which may be of any desired structure and whichsupplies fluid under pressure to an annular chamber at communicatingwith the forward end of the cylinder 67 through restricted openings at.This annular chamber 83 also supplies fluid under pressure to a conduitor passageway 85 which communicates through a suitable restrictedopening 86 with the cylinder 61 on the opposite side of the piston 59.Therefore, under normal circumstances, the cylinder 51' is supplied withfluid under pressure on each side of the piston 69, which pressure beingthe same no movement would be occasioned by the fluid within the cylinbya rotary valve 8'! having suitable ports 36 therein, which ports areadapted to communicate with vent openings 89 in the cylinder 51. Fluidunder pressure is also admitted to the extension 16 by an extension ofthe conduit 90 which .communicates with a port 9! in the casingextension ti. The hollow tube 19 is provided with spaced ports 92 and 93which are controlled by ports at and95inthehub'ii.

In operation, we will assume that the parts are in the positionillustrated in Fig. 2 and that no drive is taking place. If the operatordesires to effect an initial drive, which will be what may be termed alow-speed drive, the valve 81 is rotated to a position wherein a vent 89at the left of the cylinder 51 is opened. Under these circumstances thepressure on the lefthand side of the piston will be reduced, thuscreating a preponderance of pressure on the right hand side. Thereforethe housing ill, and with it its piston valve 16, will be moved to theleft with the flange 69 engaging the piston valve 16, moving this pistonvalve to the left against the bias of the spring 11 until this pistonvalve I6 abuts the piston valve i5. During this movement it is to beobserved that the tube #9 is likewise moved to the lef-t. With thismovement to the left, locking pin 96, which is normally in the recess 9?in the sleeve 56, is released, being permitted to drop in a recess 98 inthe tube 19,Fig. 5. By the time the valve piston i6 is collapsed againstthe valve piston 15, the ports 92 and 98 are placed in communication andfluid pressure flowing into the end of the tube extension 19 will passout through ports 94 and through 92 into the tube I9 flowing forward in.the tube and out through the ports Hi9 into the hollow shaft 49 where itis adapted to flow into the fluid coupling.

Due to the fact that the pin 96 is dropped into the recess 98, thesleeve 56 will be released or unlocked and with the valve piston 16abutting the valve pist'on 1-8 which, in turn, abuts the flange n. thesleeve 54 will be forced axially to the left moving the teeth 56 againstthe teeth 28'. At this time, however, the teeth 28' and the teeth 55have a diflerent' relative rotation speed so that the teeth cannotengage. Therefore the sleeve 56 will not be moved further, although thesleeve 84 continues its axial movement placing the spring 86 undercompression. The parts are thenin the position illustrated in Figs. 7and 8. It must be borne in mind, however, that during this operation,fluid pressure is being admitted to the fluid coupling which thusbecomes energized and drives the shaft 46. At the same time, through thetriction drag of the parts, the teeth 55 will commence to pick up speed,and when they approach, or approximately approach, synchronism the teeth55 will slip into engagement with the teeth 28, thus establishing theinitial or low speed drive. By the time this has been eflected, thepiston shell 61 will have been moved far enough to the left to uncover avent opening to the right of the piston cylinder so that fluid underpressure will escape from the cylinder 51 at the right hand side of thepiston 59 thus equalizing the pressures on the right and left hand sideof the piston. The control ports are spaced apart in such a manner thatthe two vent ports are slightly overlapped by the ends of the pistonshell 81 so that eventually the pressures on each side of the piston 59will again come to balance and the piston come to rest. By having aslightccntinuous vent from the opposite side of the piston 59 a huntingof the pistons will be prevented. By the time the clutch teeth havebecome engaged and the movement of the cylinder has ceased, theexpansion of the spring ll against piston valve 75 and the flange 12will tend to move sleeve it relatively to the tube to move parts 92' and9E out of alignment shutting ofl the supply oil to the fluid couplingand with the supply of fluid shut on. the

" oil will bleed through the opening 53 and the fluid coupling will bedeenergized thus releasing the drive to the gearing.

In Fig. l3,'I have illustrated a modification of the valving arrangement401' controlling the admission of energizing fluid to the fluidcoupling. In the structure illustrated in this figure, the supply orfluid to the fluid coupling is divorced from the supply oi fluid foroperating the piston 59. Therefore, the tube 18 is made continuoushaving its inlet end at the rear end of the casing extenslon 8| and thiscasing extension is supplied with fluid under pressure from the pump bya conduit independent of that supplying the fluid to the cylindei- 51.The forward end of the tube i9 is pro vided with an outlet port I00.Furthermore, there are no ports provided in the piston SS for admissionof fluid under pressure from the cylinder 51 to a tube 19. In operation,when a preponderance of fluid pressure is exerted on the right hand sideof piston 59. the axial movement of this piston to the left will carrythe entire tube [9 forward, therefore projecting the end of the tubebeyond the shaft 55', opening the ports Hill and thus permitting thefluid coupling fluid to flow into the hollow shaft 49. The movement ofthe respective parts of the piston for effecting the engagement of theclutch member of the clutch teeth 55 is the same as heretoforedescribed.

Obviously, when the speed is stepped'down' from. a higher speed drive toa lower speed drive, the initial axial movement of the tube 19 will beto the right therefore placing the ports Hill in communication with the.ports IN indhe end 8 of the shaft 54 thus permitting the flow of fluidto the fluid coupling to energize the same.

In Fig. I have illustrated an application of my invention to the driveof a supercharger for an airplane engine. As shown in this figure. theengine it! has the casing l mounted at its rear. The supercharger It! isarranged below the engine and has the casing I! connected therewithwhile a suitable conduit it leads from the supercharger to the engineintake system.

The present application is a division of my co pending applicationSerial hid-491,284 for Automatic speed changing transmission, illed Junefor forcing said wedges into said cone shaped bores for locking thegears to the countershaft, said countershaft gears comprising the solesupport for said speed changing gears against transverse movementrelative to their axes.

2. In a speed changing transmission, in combination, a casing, speedchanging gearin including a plurality of speed changing gears mountedwithin said casing, axially aligned and having a center bore, aplurality of fixed countershafts mounted within said casing and disposedabout the axis of said gears, countershaft gears carried by saidcountershafts and meshing with said axially aligned gears andconstituting the sole support for said gears against transverse movementrelative to their axes, a driven member extending through said bores,means for selectively connecting said driven member with said axiallyaligned gears and a driving gear for said countershafts axially alignedwith said axially aligned gears and having a central bore receivlng saiddriven member.

3. In a speed changing transmission, in combination, a casing, speedchanging gearing including a plurality of speed changing gears mountedwithin said casing, axially aligned and each having a center bore, aplurality of fixed .countershai'ts mounted within said casing anddisposed about the axis of said gears, countershaft gears meshing withsaid axially aligned gears and constituting the sole support for saidgears against transverse movement relative to their axes, a drivenmember extending through said bores, means for selectively connectingsaid axially aligned gears with said driven member, a driven shaft, 9.driving gear for said countershafts, a secondary gear driven from saidcountershafts axially aligned with said speed changing gears and havinga center bore receiving said driven member. g

4. In a speed changing transmission, in combination, speed changinggearing including a plurality of speed changing gears axially alignedand each having a center bore extending therethrough, a plurality offixed countershafts disposed about the axis of said speed changing Igears, a countershait gear on each of said countershafts, for each ofsaid speed changing gears drivingly meshing with its meshing speed changing gear, said countershait gears providing the sole su port for saidspeed changing gears against transverse movement relative to their axes,as a result of said meshing engagement, and maintaining said speedchanging gears in axial alignment through said meshing. engagement, adriven member extending through the aligned bores of said speed changinggears, and means for selectively connecting said speed changing gearswith saiddriven members.

5. In a speed changing transmission, in combination, a driving gear,speed changing gearing including a plurality of fixed countershaftssurrounding the axis of said driving gear, a plurality of countershaftgears on each of said countershafts, and driven from said driving gear,a plurality of speed changing gears in axial alignment with the drivinggear, and each having a center bore extending therethrough, acountershaft gear on each of said countershafts drivingly meshing witheach of said speed changing gears and constituting a sole support forsaid speed changing gearagainst transverse movement relative to theiraxes and maintaining the same against axial displacement, a drivenmember extending through the center bores 01 said speed changing gears,and means for selectively connecting said speed changing gears with saiddriven member.

6. In a speed changing transmission, in combination, speed changinggearing including a plurality of speed changing gears axially alignedand each having a center bore extending therethrough, a plurality offixed countershafts disposed about the axis of said speed changinggears, a countershaft gear on each of said countershafts for each ofsaid speed changing gears. drivingly meshing with its, correspondinggear and constituting the sole support of said speed changing gearagainst transverse movement relative to their axes, as a result of saidmeshing engagement and maintaining said speed changing gear in axialalignment, a driven member extending through the bores of said speedchanging gears, and fiuid pressure operated means for selectivelyconnecting said speed changing gears with said driven memben 7. In aspeed changing transmission, in combination, speed changing gearingincluding a plurality of speed changin gears axially aligned and eachhaving a center bore extending therethrough, a plurality ofcountershafts disposed about the axis of said speed changing gears, acountershaft gear on each of said countershafts for each of said speedchanging gears, drivingly meshing with its corresponding gear, saidcountershaft gears providing the sole support of said speed changinggears against transverse movement relative to their axes, as a result ofsaid meshing engagement and maintaining said speed changing gears inaxial alignment, a driven member extending through the hollow bores ofsaid speed changing gears, -each of said speed changing gears havingwithin its hollow bore clutch teeth and axially shiftable clutch meansdrivingly connected with said driven member and selectively shiftableinto engagement with the clutch teeth of said speed changing gears, andfluid pressure means for selectively shifting said shiftable clutchmember. 8. In a speed changing transmission, in combination, speedchanging gearing including a plurality of speed changing gear's axiallyaligned and each having a center bore extending therethrough, aplurality of fixed countershafts disposed about the axis" of said speedchanging i said clutch members.

tershafts for each of saidrspeed changing gears, drivingly meshing withits corresponding gear, said countershaft providing the sole support ofsaid speed changing gear against transverse movement relative to theiraxes, as a result of said meshing engagement and maintaining said speedchanging gears in axial alignment, a driven member extending through thebores of said speed changing gears, each of said speed changing gearshaving clutch teeth within its hollow bore, a clutch member drivinglyconnected with said driven member, means for biasing said clutch memberinto engagement with and disengagement from the clutch teeth of saidspeed changing gears, and fluid pressure means for activating saidbiasing means to engage or disengage 9. In a speed changingtransmission'in combination a casing, speed changing gearing including aplurality of'speed changing gears mounted within said casing, axiallyaligned, and each having a center bore therethrough, a driven memberadapted to drive a driven shaft extending through the center bores ofsaid gears, a plurality of fixed countershafts in said casing anddisposed about the axes of said gears, countershaft gears meshing withsaid axially aligned gears and forming the sole support for said speedchanging gears against transverse movement relative to their axes andmeans for selectively connecting said axially aligned gears with saiddriven member.

10. In a speed changing transmission, in combination, a casing speedchanging gearing including a plurality of axially aligned gears eachhaving a bore extending therethrough and mounted in said casing, adriving gear in axial alignment with said speed changing gears, a

plurality of fixed countershafts surrounding said, speed changing gears,mounted within said casing, countershaft gears meshing with said speedchanging gears and providing thesole support for said speed changinggears against transverse movement relative to their axes, a drivenmember adapted to drive a driven shaft and extending through the hollowbores of said driving gear and said speed changing gears, and means forselectively connecting said speed changing gears with said driven shaft.

11. In a speed changing transmission, in combination a casing, speedchanging gearing including a plurality of axially aligned speed changinggears mounted within said casing, each having a center bore extendingtherethrough a driving gear having a hollow bore, a plurality .ofcountershafts surrounding said-,speed changing gears and said drivinggear mounted within said casing, countershaft gears meshing with saiddriving gear and with said speed changing gears and providing the solesupport for said speed changing gears against transverse movementrelative. to their axes, a driven member adapted to drive a drivenshaft, and means for selectively connecting any one of said speedchanging gears with said driven member.

12. In a speed changing transmission, in combination, a casing, speedchanging gearing including a plurality of speed changing gears mountedwithin said casing arranged in axial alignment and each having a hollowbore ex tending therethrough, a plurality of fixed countershai'tsmountedwithin said casing surrounding said gears and having countershaftgears engaging said speed changing gears and forming the sole supporttherefor against transverse i111 movement relative to their axes. each,of said speed changing gears having, on the inner walls thereof.inwardly projecting clutchteeth, a driven member-extending through saidhollow bores and adapted to drive a driven shaft, and an axially movableclutch memberconnected with said driven member and selectively moveableinto en- :uement with the clutch teeth of said speed ehanginw gears.

' WILIIAM B. BARNES;

I acne crrrzn Theieilowlm references are bi record in the file of thispatent:

Number Number Germany Feb. 29, 1936

